The second of the 10.5m models to be delivered, it features a salon with hydraulically controlled roof for easy embarkation and disembarkation of guests, retractable windows and lift-up hatches on port and starboard sides, a flatscreen television, bar and refrigerator in the salon, and air conditioning. It has a beam of 2.97m and a draught of 0.53m.
Making use of Hodgdon’s carbon and composite expertise, the hull and deck is constructed from epoxy infused foam-cored E glass-carbon composite, and the decks feature teak surfaces. At half load the 5,107kg tender is able to reach speeds of up to 34 knots, powered by a four-stroke D6-370HP Volvo Penta inboard-outboard engine and steered from a forward crew station.
The completed limousine tender also has a number of custom designed and fabricated hardware elements. These include its stainless steel bow and stern chock pieces and rub rail; stainless steel and compound curved glass windshield; stainless steel and teak boarding steps; and a stainless steel anchor that fits snuggly into a bow recess.
The base price of Hodgdon’s 10.5m Michael Peters Yacht Design limousine tender is US$1.5m and there are optional additions for customisation. Clients will typically be spending between US$1.7-1.8m for the model, depending on the degree of customisation they choose, says Hodgdon’s director of sales and marketing Ed Roberts.
The latest delivery is the 413th hull to be completed at the Maine-based company, and its third superyacht tender. The shipyard started building superyacht tenders three years ago after a first double commission from the Wright Maritime Group for an 85.9m Oceanco build.
Hodgdon Custom Tenders has another three limousine tenders in the pipeline, including a brace of carbon-hulled models from the drawing board of Andrew Winch Designs due for delivery early 2013 to Feadship in Holland.
Roberts reports that this year’s Monaco Yacht Show was a success for the company. It has a significant number of proposals being developed as a result of the boatshow, including custom projects as well as those of the Michael Peters line:
“The tenders have turned into a very interesting business. There is still a lot of demand for a tender to emulate the mothership, so at least half our proposals are for custom as well as the Michael Peters Yacht Design models,” Roberts explained.
One of the growing trends Roberts has noticed over the last three years is the improvement in planning a tender into the new build project with more time and consideration:
“The typical scenario three years ago was that, in a three-year build for a large yacht, at 12 months before delivery the clients would start to think about the tender. There was not enough time to properly design, get tooling and build the tender. Now almost all of our tender leads are for superyachts that are going to be delivered between two or three years away; we are talking to several project managers with 2015 deliveries,” he continued.
“People are realizing that the tender is an important part of the programme and it has to get into the design cycle early. It can save aggravation, which means money. Also, I think an element of this is that Hodgdon has helped raise the bar in terms of the visibility of the tender for yachting. The tender is one of the first impressions that guests have of the mothership; it speaks volumes about the owner and the level of luxury the guests are about to experience on the mothership.”
Hodgdon Yachts profile | Hodgdon Yachts website
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